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New York’s Adirondack Railway Preservation Society has acquired two additional Alco C-430 locomotives from the Western New York & Pennsylvania Railroad, just months after purchasing another Century from the short line. The acquisition gives the Adirondack three of the five remaining C-430 locomotives. 

Locomotives 431 and 432 were built in December 1967 for the New York Central as their 2053 and 2054. The engines later ended up on Penn Central, Conrail, and the Morristown & Erie, before going to the WNYP. The third C-430, No. 430, arrived on the Adirondack earlier this year. Adirondack Railway Preservation Society President Luke Irvine said that the nonprofit (which operates the Adirondack Railroad) has been looking for higher horsepower locomotives, especially since expanding toward Tupper Lake, N.Y., a few years ago. The Adirondack operates on 100 miles of former NYC trackage, meaning all three Alcos will be right at home. The Adirondack has a fleet of Alco and Montreal Locomotive Works engines, including C424s and RS18us. 

“The line to Tupper Lake is mountainous,” Irvine said of the need for high-horsepower units. “And the C-430s were probably the zenith of Alco power.”

Irvine said the two units were expected to arrive on the Adirondack in the next few weeks. The acquisition of the three C-430s by the tourist railroad this year leaves just one other, locomotive 433, in regular freight service. 

The post Adirondack Railroad Acquires Two More Alco C-430s appeared first on Railfan & Railroad Magazine.

FreightCar America in the second quarter of 2025 reported a 15% gross margin, $17.8 million gross profit, expansion of 250 basis points, operating cash flow of $8.5 million and adjusted free cash flow of $7.9 million, based on “a strong order intake driven by operational flexibility. The company also reaffirmed its full-year 2025 guidance.

2Q25 highlights:

• Revenues of $118.6 million, compared to $147.4 million in 2Q4, with railcar deliveries of 939 units compared to 1,159 units in the prior-year period.
• Gross margin of 15.0% with gross profit of $17.8 million, compared to gross margin of 12.5% with gross profit of $18.4 million in 2Q24.
• Net income of $11.7 million, or $0.34 per share, and adjusted net income of $3.8 million, or $0.11 per share, “reflecting a $51.9 million benefit from a valuation allowance release, partially offset by a $47.6 million non-cash adjustment from the change in warrant liability due to share price appreciation.”
• Adjusted EBITDA was $10.0 million, representing a margin of 8.4%, compared to $12.1 million and a margin of 8.2% in 2Q24
• New orders for 1,226 railcars within the quarter valued at $106.9 million.
• Quarter-end backlog of 3,624 units valued at $316.9 million, up approximately 300 units from 1Q25, r”eflecting strong order activity and healthy demand”

“In the second fiscal quarter, we delivered on our commercial excellence initiatives across the business, supported by strong order intake and healthy customer demand,” said President and CEO Nick Randall. “We increased utilization across our four production lines, delivered improved productivity and benefited from a richer product mix from disciplined pricing. Our ability to remain agile and responsive to customer needs continues to be a key differentiator, particularly in rebuilds and conversions, enabling us to capture meaningful opportunities in a dynamic market. While broader market uncertainty earlier in the year delayed some order activity, we believe the underlying fundamentals point to a meaningful replacement cycle ahead. As that takes shape, our agile manufacturing presence positions us well to capture incremental demand and grow our share. At the same time, we continue to advance our growth strategy by investing in our tank car capabilities, which we expect will strengthen our cost position and support long-term value creation.”

FreightCar America reaffirmed its outlook for Fiscal Year 2025:

 “We’re pleased to reaffirm our full-year guidance, supported by strong margin performance and continued commercial execution across the business, with order activity supporting our healthy backlog,” said Chief Financial Officer Mike Riordan. “In addition, this quarter marked our fifth consecutive quarter of positive operating cash flow, reflecting the consistency and sustainability of our cash generation engine. Our focus on working capital discipline and operational efficiency has positioned us well to maintain momentum and invest in growth opportunities as we deliver strong performance in the second half of the year.”

The post FreightCar America 2Q25: ‘Richer Product Mix, Disciplined Pricing’ appeared first on Railway Age.

MTA IBX Rendering Courtesy of MTA.

The MTA Board has authorization selection of the Jacobs-HDR joint venture to oversee design and engineering of the IBX light rail project, MTA reported Aug. 1. The $5.5 billion project will be built along an existing, 14-mile freight line owned by MTA LIRR and CSX that extends from Sunset Park, Brooklyn, to Jackson Heights, Queens (see map below). Anacostia Rail Holdings’ New York & Atlantic Railway currently operates on the corridor under a concession agreement on the LIRR branch. IBX will connect historically underserved communities to the subway, bus and LIRR, while significantly reducing travel times between Brooklyn and Queens, with an end-to-end run time of 32 minutes, according to MTA.

IBX Station locations were selected based on public feedback, ridership projections, ability for riders to transfer to other parts of the MTA network, constructability, and spacing, according to the transit agency. (Courtesy of MTA)

IBX will be a new transit option for close to 900,000 residents living in neighborhoods along the route, along with 260,000 people who work near the corridor in Brooklyn and Queens, MTA said. It will create 19 stations and connect with 17 different subway lines (A, C, E, N, Q, R, 2, 3, 5, 7, B, D, F, M, J, Z, and L), 50 bus routes, and two LIRR stations.  

According to MTA, IBX will provide many firsts:

• It will be the first new end-to-end system built entirely within New York City since the IND Crosstown Line, now called the G, fully opened in 1937.
• IBX stations built in Brooklyn will be the first transit stations built in the city’s most populous borough since the A line extended from Broadway Junction to Euclid Ave in 1948.
• IBX stations in Queens will be the first new transit stations built since the Archer Avenue extension of the E, J and Z lines to Jamaica in 1988.

IBX project design will officially kick off this summer, MTA said, focusing on light rail system design including communications and signal design, vehicle design, track design, and civil engineering efforts such as station design, bridge reconstruction and retaining wall design, and design of the operations facility and storage yard. The design process, MTA noted, is the last major step in the project before formal construction begins.

According to MTA, the IBX project has undergone refinement “to ensure that it will provide the best service for passengers for the best value.” In Middle Village, Queens, the MTA is progressing with the design of a tunnel solution beneath Metropolitan Avenue, rather than on-street operations, making the proposed line less prone to travel delays due to mixed traffic operations. This refinement has reduced projected running times of the new line from 39 minutes to 32 minutes and has increased ridership projections to 160,000 per day, up 50,000 from the MTA’s prior estimate, the agency said. IBX’s projected annual ridership is 48 million riders—higher than the current ridership of any other light rail system in the country, MTA said; the next largest is Los Angeles at 46 million riders per year. About 70% of projected IBX riders will transfer within the MTA system, according to MTA.

The project design phase will be principally funded through $45 million from New York State’s 2025 budget and the MTA’s 2025-2029 Capital Plan. An additional $15 million was awarded to the MTA by the U.S. Department of Transportation’s Rebuilding American Infrastructure with Sustainability and Equity (RAISE) grant, which will fund a corridor assessment in support of the design phase. USDOT has also provided $1 million to fund innovative finance expert services for the project.

Gov. Kathy Hochul first announced plans for IBX in her State of the State address on Jan. 5, 2022. Light rail was selected for the project in January 2023. Since that time, MTA has hosted ten open houses attended by nearly 1,000 community members along the route to raise awareness and gather feedback. It also held pop-up outreach at 10 subway stations across the IBX corridor speaking with 1,300 members of the public and over 250 businesses.

“The IBX is a life-changer for millions,” MTA Chair and CEO Janno Lieber said. “It’s about time Brooklyn and Queens residents could move directly between our two most populous boroughs—for jobs, education, recreation and everything else. I want to thank Gov. Hochul and our partners in Albany and Washington for their support getting this project off the ground.”

“I look forward to getting the design process under way and continuing the MTA’s track record of completing projects better, faster and cheaper than ever before,” MTA Construction & Development President Jamie Torres-Springer said.

(Courtesy of MTA)

Meanwhile, Amey on Aug. 4 reported securing its first contract in the U.S. market with the MTA to deliver an EAM Implementation System for LIRR. Under the $2.8 million contract, Amey will provide a range of asset management services to support the MTA in digitizing existing paper-based processes, create smart data visualization dashboards for improved decision-making, and break down data siloes to create a connected data ecosystem. As part of this, the company said it will provide Hexagon EAM configuration services, data management and analytics, business process mapping, solution design and build, user guidance and training, and the implementation of data systems.  

“This award is a significant milestone in Amey’s journey to grow internationally, and it underscores our strategic ambition to expand into carefully selected geographies,” said Andy Milner, CEO of Amey, which opened offices in New York earlier this year.

Separately, MTA recently released its July Financial Plan, showing balanced operating budgets for 2025 and 2026 and narrowed deficits in 2027 and 2028.

Tri-Rail (Courtesy of Tri-Rail)

Tri-Rail logged 4,578,680 rides from July 2024 through June 2025—a new all-time fiscal year ridership record, operator South Florida Regional Transportation Authority reported Aug. 4. The previous high was set in FY 2019 at 4,465,750 rides.

According to a recent U.S. Government Accountability Office report, which analyzed 31 commuter rail systems nationwide, Tri-Rail ranks No. 4 overall and is one of the few to fully recover pre-pandemic ridership, according to SFRTA, which said Tri-Rail returned to its benchmark of 15,000 weekday and 7,000 weekend rides in February 2024, and has continued its growth since.

“We are exceptionally proud of this ridership milestone,” said David Dech, SFRTA Executive Director. “It speaks to the essential role Tri-Rail plays in meeting the transportation needs of our growing region.”

“Despite its recent ridership success, Tri-Rail faces future funding challenges as the recent Florida state budget included reductions to the system’s funding,” SFRTA reported. “SFRTA’s Governing Board and executive team is actively collaborating with the Florida Legislature, Florida Department of Transportation, and leadership from Miami-Dade, Broward, and Palm Beach counties, to secure a sustainable, long-term funding solution. Current financial projections indicate that without additional support, Tri-Rail will only have sufficient funds to operate through July 2027.”

Further Reading:

• WAGO, TransDev Partner on SFRTA OSSI Project
• Tri-Rail Debuts Express Service

FTA

The FTA on July 31 released a video series providing guidance to public transit agencies, private bus operators, and host cities as they prepare to move millions of fans for the 2026 FIFA World Cup Games and the 2028 Los Angeles Olympic Games. Watch above and below:

The FTA said it is laying the groundwork in preparation for the World Cup next year. This video series follows guidance initiated through a “Dear Colleague” letter providing technical assistance and support for recipients related to events like the 2026 World Cup and 2028 Summer Olympics.

Earlier this year, POTUS 47 issued an Executive Order titled “Establishing the White House Task Force on the FIFA World Cup 2026” to coordinate and assist in the planning, organization, and execution of 2025 FIFA Club World Cup and 2026 FIFA World Cup soccer tournaments.

“Next summer, America will be on the world stage, and so will our public transportation system,” said Marc Molinaro, who was recently confirmed as the FTA’s 16th Administrator. “At FTA, we are committed to equipping our 11 host cities throughout the country with the technical assistance they will need to guarantee their ability to move the immense volume of fans visiting our cities while complying with our safety standards. This is a major opportunity to showcase our public transportation system and the incredible transit workers and bus operators that move America forward.”

The post Transit Briefs: NYMTA, Tri-Rail, FTA appeared first on Railway Age.

The Surface Transportation Board (STB) has announced that, effective Aug. 1, 2025, it has combined its Office of Proceedings (OP) and Office of the General Counsel (OGC), into one Office of Chief Counsel. Anika Cooper will serve as the Board’s Chief Counsel, and in that role will continue to serve as General Counsel and will also hold the responsibilities previously held by the OP Director.

The STB says it has combined these offices “to streamline and improve drafting and review procedures, which will benefit the Board and the public.” The Board also issued a decision on Aug. 4 granting interim delegations (download below) to the Office of Chief Counsel.

Previously, the STB had two legal offices: the OGC, which “provided legal advice to the Board on defensibility and other matters and defended the agency in court,” and OP, which “drafted agency decisions, processed filings and decisions, and administered the Board’s recordations database.” 

In today’s decision, the STB says it finds that “all references in the Board’s regulations to OP or OGC will be treated as references to the Office of Chief Counsel; delegations to the Director of the Office of Proceedings will be deemed delegations to the Chief Counsel; and the responsibilities of the General Counsel under the regulations will be fulfilled by the Chief Counsel.” Pending regulatory revisions, today’s decision “waives the Board’s rules as necessary to facilitate these changes,” according to the STB.

The decision, the Board says, “also notes that correspondence and filings previously submitted to the Chief of the Section of Administration in the Office of Proceedings should now be directed to the Chief of Case Administration, Office of Chief Counsel, though the Board will continue to accept filings and correspondence addressed to either position.”

According to the STB, the Office of Chief Counsel will also house the Board’s Chief of Passenger Rail and Investigations, who will lead the Board’s cross-disciplinary passenger rail flex team. This team replaces the Office of Passenger Rail and “ensures the Board can efficiently continue to fulfill its statutory passenger rail investigatory and adjudicatory responsibilities.”

Cooper has served as Acting General Counsel since January 2024. The Office of the General Counsel provides legal advice to the Board, defends Board actions in court (usually in the U.S. Courts of Appeals) and manages the agency’s ethics, FOIA and records managements functions.

“Anika has been a valued member of the STB team for nearly twenty years,” said STB Chairman Robert E. Primus.  “The agency has greatly appreciated her consistent work to advance and uphold our mission, and we will continue to rely on her skill and insight in serving the public interest. I look forward to working with Anika in this new capacity.”

Cooper joined the STB in 2006 as an attorney in the Office of the General Counsel. She has held several leadership roles at the agency and has been the Deputy General Counsel since 2017. Before joining the STB, Cooper worked at the Office of the Attorney General for the District of Columbia in civil antitrust enforcement, and practiced antitrust law at a leading Washington, D.C. law firm.

Cooper earned a law degree from Yale Law School, and holds a Bachelor of Arts from Hampton University.

52686Download

The post STB Combines Proceedings, General Counsel Offices; Appoints Cooper as Chief Council appeared first on Railway Age.

WTS International

WTS International on July 31 announced the appointment of Dr. Malika Reed Wilkins as its next CEO and Executive Director of WTS International and the WTS Foundation, effective Aug. 18, 2025.

Dr. Wilkins brings more than 25 years of leadership in nonprofit management, public policy, and strategic marketing and communications. She joins WTS International from the Atlanta Regional Commission (ARC), where she served for more than eight years, most recently as Chief Strategy Officer and Chief External Affairs Officer. In this role, she oversaw enterprise strategy development, government affairs, marketing and communications, creative and digital media, and corporate engagement for the 11-county metro Atlanta region.

Her distinguished career also includes leadership roles at the Georgia Department of Human Services, the State Road and Tollway Authority—where she helped launch the Georgia Transportation Infrastructure Bank—and in the nonprofit sector, where she spent more than 13 years at the Southern States Police Benevolent Association.

In addition to her professional accomplishments, Dr. Wilkins brings a deep and personal connection to WTS International, shaped by years of dedicated service and leadership within the organization. She served as President of WTS Atlanta, where she led the chapter to receive the first WTS International Chapter of the Year Award and the Gold Circle of Excellence Award, increased sponsorship revenue by 50%, and initiated impactful partnerships with organizations like Dress for Success and Habitat for Humanity. After many years of chapter service, she joined the WTS International Board of Directors in 2024.

Her academic background reflects the same dedication to public service and leadership that has shaped her career. Dr. Wilkins holds a Bachelor of Arts in Speech Communications from The University of Georgia, a Master of Public Administration from North Carolina Central University, and a PhD in Public Policy and Administration from Walden University.

“It is an honor to lead WTS International at this transformative moment in the organization’s history,” said Dr. Wilkins. “WTS has long served as a catalyst for women’s advancement in transportation. I am excited to build on this momentum, elevate new voices, and deepen our collective impact across communities and generations.”

Dr. Wilkins’ appointment comes at a time of significant momentum for WTS, the organization noted. In May 2025, WTS hosted its first international conference in Toronto, Canada—welcoming more than 1,200 transportation professionals from across North America, the largest attendance in WTS history. As CEO, Dr. Wilkins “will lead efforts to expand WTS’s global reach, strengthen its chapter network, grow scholarship and professional development opportunities, and foster a more inclusive and innovative transportation workforce.”

“Dr. Wilkins is a leader with the strategic insight that will help us strengthen relationships with our partners, support our chapters, and engage more deeply with our members to foster an organizational culture that reflects our values and mission,” said Bridgette Beato, WTS International Board of Directors Chair and Founder and CEO of Lumenor Consulting Group.

FTA

The U.S. Department of Transportation (USDOT) on Aug. 2 announced that Marcus J. Molinaro has been confirmed by the U.S. Senate as the 16th Administrator of the FTA.

“I am grateful to [POTUS 47] for placing his trust in me, and to Secretary Duffy for his confidence in my leadership,” said Molinaro. “I am committed to supporting our nation’s public transportation systems and ensuring a safer, more accessible, and better-connected America.”

Molinaro brings a lifetime of public service and a results-driven record to the USDOT, the agency noted. A lifelong New Yorker, he most recently served as the U.S. Representative for New York’s 19th Congressional District. In Congress, he was a member of the House Committee on Agriculture, the House Committee on Transportation & Infrastructure, and the House Committee on Small Business—advocating for rural economies, infrastructure modernization, and small business growth across Upstate New York.

Molinaro’s career in public service began in 1994 at just 18 years old, when he was elected to the Village Board of Trustees in Tivoli, N.Y. One year later, he was elected Mayor of Tivoli—becoming the youngest mayor in America at the time. He was re-elected five times, “earning a reputation for revitalizing the village and strengthening local government.”

Simultaneously, he served four terms in the Dutchess County Legislature, where he led bipartisan efforts to improve the county’s response to child abuse, domestic violence, and social services coordination along with co-chairing the Budget, Finance and Personnel Committee.

From 2006 to 2011, Molinaro represented the 103rd District in the New York State Assembly where he served as Assistant Minority Leader Pro Tempore. In 2011, he was elected Dutchess County Executive, a position he held for three terms. During his tenure, “he led countywide efforts to streamline government operations, improve fiscal discipline, and launch forward-thinking initiatives.” He served in leadership roles with the New York State Association of Counties and as President of the New York State County Executives Association. In 2023, he stepped down as County Executive following his election to Congress.

A hallmark of Molinaro’s leadership, the FTA says, has been his ability to craft innovative solutions to complex problems. In 2015, he founded the ThinkDIFFERENTLY initiative—a call to action for communities to foster inclusion and break down barriers for individuals with intellectual, developmental, and physical disabilities. The initiative became a national model and has since been adopted by municipalities across New York and beyond.

In 2025, POTUS 47 appointed Molinaro to serve as Administrator of the FTA, where he brings “decades of executive and legislative experience to the challenge of modernizing America’s transit systems and ensuring they are safe, accessible, accountable, and responsive to the needs of all Americans.”

Tariq Bokhari, who previously served as Acting Administrator, now transitions to the role of Deputy Administrator.

American Public Transportation Association (APTA) President and CEO Paul P. Skoutelas released the following statement:

“APTA congratulates former Representative Marcus Molinaro on his confirmation as Administrator of the FTA. We look forward to working closely with him and the Administration to strengthen public transit systems nationwide, support economic growth, and improve mobility for millions of Americans.

“The FTA plays an essential role in supporting the $79 billion public transportation industry, which provides billion of trips annually, employs 430,000 people directly, and creates and sustains millions of private-sector jobs across construction, manufacturing, and supply chains—particularly through Buy America provisions that strengthen domestic production.

“Administrator Molinaro brings valuable real-world experience to the role—from his service on the House Committee on Transportation and Infrastructure to his leadership as a New York County Executive. He understands that modern, reliable public transportation is not only vital to mobility but also critical to economic growth, job creation, and global competitiveness.

“His nationally recognized ThinkDIFFERENTLY initiative—launched during his time as Dutchess County Executive—challenged local governments to reexamine how they served individuals with disabilities. As a Member of Congress, he continued this critical work. His leadership reflects a deep commitment to the role public transportation plays in providing access for millions of Americans to economic opportunities.

“APTA looks forward to collaborating with Administrator Molinaro and FTA. Together, we can advance solutions that improve public transit systems, create job opportunities, and ensure access to mobility for people across the country.”

The post People News: WTS International, FTA appeared first on Railway Age.

As part of its analysis, the FRA also determined the project “would result in significant, unresolvable impacts to federal agencies and federal property, including national security agencies.”

The SCMAGLEV Project was proposed to be a high-speed rail project using superconducting magnetic levitation technology between Baltimore, Maryland, and Washington, D.C. The estimated capital cost to build this project is nearly $20 billion, according to the FRA, whose involvement in the project dates back to 2016 and has “experienced numerous delays and cost overruns,” during that time.

Since the grant was obligated in 2016, the environmental review process has been paused twice on the Federal Permitting Dashboard. It remained on pause from Aug. 2021 until today.

In addition, the FRFA says “indirect effects of this project would also impair critical infrastructure and ongoing agency missions.” Government agencies harmed by this project would have included: the National Security Agency, U.S. Department of Defense and Fort George G. Meade, National Aeronautics and Space Administration, U.S Department of Agriculture, U.S. Secret Service, U.S. Department of Interior – Fish and Wildlife Service and National Park Service, and the U.S. Department of Labor, according to the agency.

Rescission of the NOI, the FRA adds, does not prevent the future deployment of MAGLEV technology in the U.S.

The post FRA Cancels $26MM in Funds for DC-Baltimore SCMAGLEV Project appeared first on Railway Age.

Patriot Rail recently announced via a LinkedIn post that the first locomotive at the Rocky Mountain Rail Park on its Front Range Railroad (FRRR) has arrived, “marking a significant milestone” in the company’s expansion within the Denver market.

According to Patriot Rail, this state-of-the-art facility will soon offer enhanced transloading services and industrial development opportunities, “providing customers with greater flexibility, efficiency, and connectivity.”

“As we prepare to launch operations, we invite you to explore the opportunities this new location presents,” Patriot Rail wrote in the post.

Denver, Colo.-based infrastructure company Rocky Mountain Industrials, Inc. (RMI) first announced on April 10, 2023, that it had entered into a definitive agreement with Patriot Rail to provide operational and rail-related services to customers within the new Rocky Mountain Rail Park.

Rail service at the Rocky Mountain Rail Park, which is comprised of approximately 620 acres and located next to the Colorado Air and Space Port in Adams County along the greater Denver area I-70 growth corridor, features direct interchange with Union Pacific (UP).

The post First Patriot Rail Locomotive Arrives at Rocky Mountain Rail Park appeared first on Railway Age.

The ports of Los Angeles and Long Beach on May 20 announced that they are accepting proposals from prospective short line railroad operators interested in providing railroad operating and maintenance services within the San Pedro Bay ports complex.

According to the Port of Los Angeles, the San Pedro Bay ports complex “is the most active in the Western Hemisphere, moving almost 20 million containers collectively in 2024.” Though administered separately by the harbor departments of its respective cities, the ports are served by the same short line rail network, which facilitates intermodal rail services for terminals in both ports. Pacific Harbor Line Inc. (PHL) has provided short line rail services since 1995, when the joint contract was last bid.

A request for proposals with detailed information and an application schedule is available here. Proposals are due at 5 p.m. Monday, July 28, 2025.

Enhancing utilization of on-dock rail—moving containers directly from terminals to trains—”is critical to the goals of the Clean Air Action Plan (CAAP), a landmark partnership between the ports of Los Angeles and Long Beach,” the ports noted.

The CAAP was last updated in 2017 and, among other goals, set a target of moving 35% of containers away from terminals via train. The Port of Los Angeles has on-dock rail service at all of its container terminals and is investing more than $2 billion in infrastructure over the next decade, according to the Port.

8/4 Update

The ports of Long Beach and Los Angeles recently announced that they are extending their agreement with PHL to manage rail operations through Dec. 31, 2026.

The extension gives the ports more time to complete an ongoing RFP process (see above) seeking prospective bidders to provide railroad operating and maintenance services within the San Pedro Bay ports complex. The RFP opened in May and gives bidders until July 28 to submit their proposals. PHL has provided short-line rail service to the port complex since 1998, the last time the contracts were bid. While the ports issue a joint RFP, each has its own contract with the rail service provider. 

The post Ports of Los Angeles, Long Beach Seek Short Line Operator (UPDATED, 8/4) appeared first on Railway Age.

BNSF’s second-quarter and first-half 2025 financials saw the Berkshire Hathaway-owned Class I post healthy operating income gains and operating ratio and operating expense decreases, with essentially flat revenues and modest volume gains. The 2Q25 operating ratio dropped 340 basis points to 64.8% from 68.2% in 2Q25. It dropped 240 basis points to 66.4% from 68.8% for this year’s first half, compared to the prior-year period. Operating income saw respective gains of 10% and 8%. Operating expenses fell 5% and 3% in 2Q25 and 1H25, respectively.

Volumes and Revenues

Total revenues for BNFS’s second quarter and first six months of 2025 increased slightly compared with the same periods in 2024. Volumes increased 1% and 3% in the second quarter and the first six months of 2025, respectively, compared to 2024. Average revenue per car/unit declined 1% in the second quarter and 3% first six months of 2025, resulting from lower fuel surcharge revenue and “unfavorable business mix, partially offset by core pricing gains,” BNSF said. Revenue changes also resulted from the following:

• Consumer Products volumes increased 1% and 5%, respectively, in the second quarter and first six months of 2025 compared with the same periods in 2024 “primarily due to higher intermodal shipments resulting from increased West Coast imports, along with an increase in automotive volume from higher vehicle production.
• Agricultural and Energy Products volumes increased slightly in both the second quarter and first six months of 2025 compared with the same periods in 2024 “primarily due to slightly higher grain exports, partially offset by lower domestic grain, feed and renewable fuel volumes.”
• Industrial Products volumes decreased 4% and 5%, respectively, in the second quarter and first six months of 2025 compared with the same periods in 2024 “primarily due to lower demand for construction products and lower petroleum products shipments.”
• Coal volumes increased 14% and 7%, respectively, in the second quarter and first six months of 2025 compared with the same periods in 2024 “primarily due to the competitive effects of higher natural gas prices.”

Expenses

BNSF operating expenses for the second quarter and first six months of 2025 decreased 5% and 3%, respectively, compared with the same periods in 2024. A “significant portion” of the decline was due to the following factors:

• Fuel expense decreased 15% and 12% in the second quarter and first six months of 2025, respectively, compared to the same periods in 2024, “primarily due to lower average fuel prices, partially offset by higher volumes.” Locomotive fuel price per gallon decreased 14% and 13% in the second quarter and first six months of 2025, respectively, compared to the same periods in 2024.
• Compensation and benefits expense increased 4% and 1% in the second quarter and first six months of 2025, respectively, compared to the same periods in 2024. The increase in both the second quarter and first six months of 2025 “were primarily due to wage inflation, partially offset by increased employee productivity.”
• Materials and other expense decreased 32% and 20% in the second quarter and first six months of 2025, respectively, compared to the same periods in 2024. The declines “were primarily due to litigation accruals in the second quarter of 2024 and ongoing cost management efforts.”
• Income tax expense decreased 13% and 5% in the second quarter and first six months of 2025, respectively, compared to the same periods in 2024, “primarily due to lower deferred state tax expenses arising from changes in enacted rates during the second quarter of 2025.”
• There were no significant changes in purchased services, depreciation and amortization, equipment rents, or interest expense.

OPERATIONAL PERFORMANCE UPDATE

“Frequent extreme weather across our network has caused some negative impacts on service over the past two weeks,” BNSF said Aug. 1. “As a result, overall car velocity decreased compared to both the previous week and the monthly average. Terminal dwell increased from last week but remains lower than the previous month and is still at record low levels. Our local service compliance measure decreased slightly, but has improved compared to last month, averaging above 89% for the week.

“In the Chicago Division, crews recently completed a significant project at our Galesburg classification (hump) yard in Galesburg, Ill. Our crews worked on key mechanical components to improve efficiency and terminal throughput within the hump yard. A key part of the project involved replacing two retarders, which are crucial for safe and efficient operations at hump yards. They help control the transit and speed of railcars into the bowl.

“Other significant accomplishments include:

• “Nearly 8,900 feet of track lift undercutting.
• “More than 19,000 feet of shoulder ballast cleaning.
• “Nearly 22,000 feet of rail replacement.
• “Nearly 1,700 ties replaced.”

Merger Movement?

In the wake of Union Pacific and Norfolk Southern announcing their intent to merge, with UP as the acquiring railroad, there has been much speculation on whether BNSF and CSX would announce a similar transaction, eventually resulting in two U.S. transcontinentals, transnational/Canadian transcontinental CPKC, and Canadian transcontinental CN, whose U.S. footprint reaches all the way to the Gulf of Mexico. BNSF has been basically silent on that prospect, with the exception of Berkshire Hathaway Chairman Warren Buffet denying reports that BNSF is working with Goldman Sachs on a possible merger with an eastern Class I. CSX President and CEO Joe Hinrichs said at the company’s 2Q25 earnings call that “there are all kinds of opportunities to work together to make it better for our customers, and we’re open to talking about all those possibilities.

The post BNSF 2Q25, 1H25: Revenue Essentially Flat, Operating Income Up, OR Down appeared first on Railway Age.

(Courtesy of CPKC)

According to the Class I, key achievements in the 2024 Sustainability Data Report (download below) include:

• Expanding its hydrogen locomotive fleet.
• Advancing biofuel usage.
• Achieving “industry leading” safety performance.
• Improving emergency response training.
• Supporting communities through charitable investments and food-bank donations.

CPKC 2024 Sustainability Data ReportDownload

The report also contains sustainability metrics from the railroad’s first full year as CPKC. (Canadian Pacific in April 2023 completed its merger with Kansas City Southern to form the first single-line, transnational railway connecting Canada, the U.S. and Mexico.)

Following are among CPKC’s metrics for 2024:

(All Courtesy of CPKC) Further Reading:

• CPKC Publishes Low Carbon Transition Update
• CPKC 2Q25: ‘Strong Growth, 2H25 Momentum’; UP+NS Perspective
• CPKC’s Strategic Vision for Growth, Innovation and Sustainability 
• CPKC Fuel Center of Excellence Earns 2025 CEO Award for Excellence
• CPKC 1Q25: ‘Solid Demand, Precision Execution Resilient Network’

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MDOT 2026-2030-5YTPDownload

MDOT’s draft 2026-2030 Five-Year Transportation Program (5YTP) and interactive map have been approved by the State Transportation Commission and are ready for public comment through Sept. 1 (see above and watch overview below).

The 5YTP contains a list of planned projects for the MDOT Highway Program (state-maintained roads, bridges and facilities), as well as information on the public transportation, rail, and aeronautics programs, according to MDOT. The document’s aim is to help MDOT connect its long-range goals and strategies for asset management with project programming and monitoring of performance measures and budget targets.

According to MDOT, the 5YTP is required to be delivered to the Michigan Legislature by March 1 each following calendar year; serves as a foundation for the biennial State Transportation Improvement Program (STIP); and aids in the development of the annual state budget.

(Courtesy of MDOT)

Highlights of this year’s 5YTP include:

• $15.2 billion in anticipated state and federally funded investments with $10.6 billion in Highway Program projects focused primarily on repairing and rebuilding MDOT roads and bridges, with Michigan Gov. Gretchen Whitmer’s $3.5 billion Rebuilding Michigan program contributing $31 million to that total in 2026; $3.7 billion for the Public Transportation Program, covering local bus, intercity bus, marine passenger, vanpooling, port, freight rail, and passenger rail programs; and $900 million for the Aeronautics Program, including federal, state and local aviation programs.
• A list of trunkline Highway Program construction projects by county planned for state and/or federal funding over the next five years.
• Highlights on MDOT initiatives that relate to transportation equity and inclusion, transportation resiliency, complete streets/mobility, and upcoming enhancements to the capital program development process.

(Courtesy of MDOT)

As part of the 5YTP, MDOT’s Passenger, Freight Rail and Port Program is estimated at approximately $809 million. “This reflects state and federal funds to preserve and enhance Michigan’s intercity passenger rail services and safety at railroad crossings as well as promote economic development,” MDOT said. Programs rely primarily on CTF revenue as federal rail funding is available only through competitive opportunities, it noted. Specific investments include:

• Amtrak operating support and equipment for three Michigan routes.
• Maintenance and capital investments in the Kalamazoo-Dearborn corridor to facilitate and maintain passenger train speeds of up to 110 mph.
• Capital projects, including track curve modification and signal work; the study of a new intercity passenger connection in Battle Creek; and preliminary engineering and environmental review for the replacement of four bridges.
• Plans for the existing Wolverine, Blue Water and Pere Marquette corridors and a potential new corridor serving Grand Rapids, Lansing and Detroit.
• Local crossings with 40-60 surface improvements and warning device enhancements at 30-40 locations, as well as state trunkline crossing improvements and/or device upgrades at 20-25 locations annually.
• Improvements on the 530-mile state-owned freight-only system, including capacity, safety and rail enhancements, support for new/expanding businesses, and replacement of the Manistee River Bridge.
• Detroit-Wayne County Port Authority administrative and marketing expenditures.

Following are the options for commenting on the Draft 2026-2030 5YTP:

Visit the 5YTP interactive map and leave a project-specific comment.

• Leave a general comment using the general comment form.
• Send a comment by email to MDOT-Five-Year-Program@Michigan.gov.
• Mail a comment to: Michigan Department of Transportation, Program Development Unit, Five-Year Transportation Program, 425 W. Ottawa St., P.O. Box 30050, Lansing, MI 48909.

NCDOT (Courtesy of NCDOT)

The public comment period for what projects should be included in NCDOT’s next 10-year transportation plan (2028-2037) is open through Aug. 29.

With a goal of “increasing safety, reducing congestion and promoting economic growth,” NCDOT said it uses data and local input to determine which projects get funded in the 10-year State Transportation Improvement Program (STIP) based on a specific formula created by the Strategic Transportation Investments law. It is also said to allow NCDOT to use its funding more efficiently to improve North Carolina’s infrastructure and support job creation and a higher quality of life.

The public can send project suggestions through a short, interactive online survey or attend one of the weeklong drop-in sessions at NCDOT offices across the state. The online survey and in-person meeting dates can be found on NCDOT’s website.

“Projects can be as large-scale as an interstate improvement or as small as a new turn lane or intersection improvement and can be for any of NCDOT’s six modes of transportation—highway, aviation, bicycle and pedestrian, ferry, public transportation and rail,” according to NCDOT, which noted that comments may not include maintenance-related projects, such as patching potholes, resurfacing, or ditches, since NCDOT uses a different method to prioritize those projects.

Projects can cover freight movement (such as improving the main routes used by trucks, trains, and ports so goods move smoothly and on time though better highway interchanges, safer highway/rail grade crossings, and upgraded port facilities); multi-modal options (such as expanding travel choices beyond driving alone—like bus and rail service, bike lanes, sidewalks, and rideshares); accessibility and connectivity; congestion relief; safety; and economic development.

NCDOT said it will also collect input from local transportation planning organizations and its own staff throughout the state as it puts together the list of potential projects.

Project scores and a draft list of projects identified for funding at the Statewide Mobility level—the first of three tiers in the project prioritization process—are expected to be released by spring 2026. Additional public comment periods regarding Regional Impact- and Division Needs-level projects will be held later in 2026.

NCDOT said the 2028-2037 draft STIP is expected to be released in early 2027, followed by adoption by the Board of Transportation that summer.

CTDOT cx-action-plan-annual-progress-report—july-2025-finalDownload

CTDOT has published its second-annual Customer Experience (CX) Action Plan Progress Report (see above). Actions are categorized into three areas: “improved service”; “easier to use”; and “enhanced accessibility and comfort.”

According to CTDOT, progress made in the past year includes notable improvements on the following action items:

• New microtransit options to fill the gaps in fixed-route local bus service and rail service improvements that can get riders from New Haven to Grand Central in under 90 minutes.
• More than 6,000 trips using contactless fare technology during the pilot of Tap & Ride on select transit buses.
• Rail station ADA accessibility improvements for eight stations statewide, including the start of construction at the relocated Naugatuck Rail Station.

(All Courtesy of CTDOT)

CTDOT unveiled its first CX Action Plan in June 2023, which was drafted after statewide public outreach throughout 2022. The Action Plan outlines programs, policies, and investments to improve bus and rail services for all of Connecticut. In the CX Action Plan, CTDOT committed to providing annual updates on progress.

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Transportation is among the major sources of greenhouse gas emissions in the U.S. In 2023, the federal government announced an ambitious plan to eliminate nearly all greenhouse gas emissions from the transportation sector by 2050. Rail, a carbon-efficient mode of ground transportation, is not exempt from regulatory pressure to decarbonize.

This article evaluates the case for a zero-emission rail network—particularly for Class I railroads—through a cost-benefit lens. I quantify current emissions, assess the value of those emissions, and analyze whether full or partial zero-emission transitions make economic and operational sense.

While I do not focus on a particular technology, the analysis assumes that operators will choose the best-fit solution, whether battery-electric, hydrogen, or overhead electrification.

Rail Emissions: By the Numbers

In 2022, Class I railroads burned 3.144 billion gallons of diesel. About 90% of that fuel powers linehaul locomotives (long-distance freight), while the remaining 10% is used in switching operations (sorting and rearranging cars in yards). Each gallon of diesel emits approximately 10.19 kilograms of CO₂, yielding an estimated 32 million metric tons (MT) of CO₂ annually (see Table 1).

Emissions of nitrogen oxides (NOx) and fine particulate matter (PM2.5), two key criteria pollutants regulated by the EPA, are measured from engine power output rather than fuel volume. To convert gallons to emissions, I used weighted brake horsepower-hour per gallon (20.24 bhp-hr/gal) and federal emissions factors (6.05 g/bhp-hr NOx and 0.116 g/bhp-hr PM2.5) based on Tier 2 linehaul and Tier 1 switcher locomotives. The resulting emissions estimates were 384,989 MT of NOx and 7,382 MT of PM2.5 annually.

The Price Tag on Pollution

While current guidance from the Department of Transportation suggests that cost-benefit analyses should not include a monetary value for CO₂ reductions, carbon markets and previous guidance suggest $50 per MT is reasonable. DOT’s current values for criteria pollutants are: $19,000 per MT of NOx and $928,000 per MT of PM2.5.

Using these figures, the total annual pollution cost of Class I rail operations is approximately $15.8 billion, with switching operations alone responsible for $2.3 billion of that total.

Is Full Electrification Worth It?

Catenary electrification—the use of overhead wires to power electric locomotives—is often cited as the cleanest option. But electrifying the entire U.S. freight rail network would cost between $870 billion and $1.1 trillion, with a payback period of 55 to 63 years based solely on avoided pollution costs. That assumes no discounting or inflation and no operational disruption.

Given that other sectors can reduce CO₂ emissions at much lower costs, this approach appears economically inefficient. Resources would be better directed to emissions abatement strategies with a quicker return and lower capital intensity.

Switching Locomotives: A Better Bet

Transitioning switcher locomotives—of which there are 4,854 on Class 1 railroads, accounting for 10% of diesel consumption and $2.3 billion in annual pollution costs—is a more promising option. Switcher locomotives often operate in rail yards near dense population centers, where NOx and PM2.5 emissions have disproportionate public health impacts.

Unlike linehaul electrification, switcher conversions can be incremental, allowing railroads to phase in new technologies over time without network-wide infrastructure changes. Moreover, switcher operations are relatively isolated from the broader freight network, reducing risk and complexity.

Battery-electric switchers are currently being tested. Assuming a cost of $5 million per zero-emission switcher, a full conversion would cost about $24 billion. Manufacturing capacity will take years to scale, but the emissions cost savings justify meaningful investment today.

Smart Policy, Not Mandates

California has considered a mandate requiring all locomotives operating in-state to be zero-emission. This approach risks driving freight off rail entirely and increasing overall emissions by shifting to trucking. A federal mandate for full rail electrification would be similarly misguided, with a price tag near $1 trillion and limited return.

A smarter policy would encourage phased adoption of zero-emission standards in switcher locomotives, only after the technology matures and production scales: 5% of switchers to zero-emission by 2040, 10% by 2045, and so on

This structure would offer flexibility for railroads to choose technologies, adapt operations, and retire aging switchers gradually. It would also align public health and climate goals with industry investment cycles.

The Way Forward

The rail sector remains a leader in freight efficiency. But the costs of diesel emissions, especially in NOx and PM2.5, can no longer be ignored. Electrifying the entire rail network is not cost-effective, but targeting switcher locomotives presents a pragmatic opportunity for decarbonization.

Class I railroads, regulators, and policymakers should prioritize this segment. It’s where the costs are concentrated, the benefits are local, and the pathway forward is both technically and economically viable.

Alex Scott is an associate professor of supply chain management and the Gerald T. Niedert Professor in the Haslam College of Business at the University of Tennessee, Knoxville, and a founding member of GSCI’s Transportation and Logistics Collaborative. He has spent the past two decades researching and working in the transportation industry. If you have inquiries about his research, contact him at ascott79@utk.edu.

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The Union Station Joint Management Council invites qualified firms to submit proposals for property management services at Los Angeles Union Station.

Proposal Deadline: September 10, 2025, by 3:00 PM PST Pre-Proposal Conference: August 13, 2025, at 1:00 PM PST RFP Available at: https://bit.ly/LAUSRFP

For questions, contact: unionstation@metro.net Subject: RFP 20250804

Issued by: Union Station Joint Management Council C/O LACMTA

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The operator of Portland’s MAX light rail announced in late July that it would reduce service by 18 percent — the largest cut in the system’s history — due to a lack of state funding. 

TriMet officials said that since 2019, the agency has “faced staggering cost increases” for labor, vehicles, facilities, contractors, equipment, and software. For a few years, the agency managed to dip into its reserves to help cover its funding gap. However, because the Oregon Legislature failed to address the issue during its recent session, the agency will need to start making cuts this fall. These cuts will begin with bus services but will be extended to MAX service next spring. Between May 2026 and August 2027, TriMet intends to reduce frequency on all MAX lines during certain parts of the day. 

“We’ve already begun cutting costs internally, and that will continue. But unfortunately, cuts to our transit service and reductions to our staffing levels are unavoidable. Without increased state funding for transit, these service reductions will become even more severe,” officials said. 

—Railfan & Railroad Staff

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